JPS61150858A - Motor drive device for driving antiskid actuator - Google Patents

Abstract

PURPOSE:To improve responsive property and durability and reduce production cost by interposing a movable contact system relay circuit and a thyrister in parallel between a DC power supply and an actuator driving motor. CONSTITUTION:Between a DC power supply +B and a motor 11 is interposed a motor drive device 16 which is constituted from a movable contact system relay circuit 161 and a thyrister 162, both being controlled by the control signal C1 of a control circuit 13. In antiskid control, the thyrister 162 is first turned on by the control signal C1 to supply motor starting current to the motor 11. Then after a certain delay time, the relay circuit 161 is turned on to close the relay contact. As a result, the thyrister 162 is turned off the motor starting current is supplied to the motor 11 through the relay circuit 161. Thus, large current is supplied in starting the motor and small current in stationary running of motor.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a drive device for a motor for driving an anti-skid actuator used in a vehicle brake system.

A conventional brake system for a vehicle is constructed by connecting a mask cylinder connected to a brake pedal and a foil cylinder provided in a wheel brake mechanism through a conduit. For example, the anti-skid control device is disclosed in Japanese Patent Publication No. 49-2830.
As described in Publication No. 7, a valve is provided in the middle of the pipe line to release pressure oil in the foil cylinder to the outside, and a pump is provided to feed the pressure oil into the foil cylinder. That is, when a wheel lock is detected, the pressure oil in the wheel cylinder is suddenly released, and then it becomes necessary to apply the brakes to the wheel again. Pressure oil is supplied to the foil cylinder relatively gradually by the discharge pressure of the oil pump. In other words, the pressure in the brake wheel cylinder during anti-skid control is controlled by the oil pump. However, since the motor that drives the oil pump has a large current, it is not preferable to drive the motor directly by a control signal from a control circuit. For this reason, conventionally, a relay circuit is inserted between the DC power source (battery) and the motor, and the relay circuit is turned on and off by the above-mentioned control signal.
By performing off control, the oil pump drive motor was driven.

Problems to be Solved by the Invention However, when a movable contact relay circuit is used as a relay circuit, there is a time delay of, for example, several tens of m5 due to mechanically moving parts, and as a result, there is a problem in skid control. may occur. Furthermore, regardless of the presence or absence of skid control, it is necessary to take measures such as operating the oil pump drive motor in advance when using the brakes, which causes problems such as battery consumption and poor durability. .

Additionally, if a semiconductor type non-contact relay circuit is used as a relay circuit, problems with response and durability will be eliminated; however,
A large capacity device with a heat sink etc. must be used.
As a result, there are problems in that the manufacturing cost increases and the size increases.

Means for Solving the Problems In view of the problems of the conventional type described above, the object of the present invention is to provide an anti-skid throat actuator drive which is excellent in responsiveness and durability, and is also excellent in terms of manufacturing cost and miniaturization. The object of the present invention is to provide a motor drive device, and the means thereof is to use a thyristor in combination with an inexpensive and small-sized movable contact type relay circuit, or to use a gate turn-off thyristor that can control turn-off alone.

When a control signal is generated from the control circuit at the start of anti-skid control, any type of thyristor can cause the motor starting current to flow to the oil pump drive motor without any time delay.

Example Hereinafter, the present invention will be explained in detail with reference to the drawings.

FIG. 1 is an overall configuration diagram of a brake control system including an embodiment of a drive device for an anti-skid actuator drive motor according to the present invention. In FIG. 1, the piping system of the brake device 1 has an X piping, as is well known. In other words, although not shown in detail, brake oil is supplied to the wheel cylinder of the front right wheel and the wheel cylinder of the rear left wheel from the same system of conduit 2, and the wheel cylinder of the left front wheel and the wheel cylinder of the right rear wheel are supplied to the wheel cylinder of the same system. Brake oil is supplied from a conduit 3. The brake pedal 4 is connected to a mask cylinder 6 via a vacuum booster 5, and when the brake pedal 4 is depressed, the hydraulic pressure generated in the mask cylinder 6 passes through pipes 2 and 3 to the right front wheel of the brake device 1. It is transmitted to each wheel cylinder of the left front wheel, right rear wheel, and left rear wheel, and a braking action is performed. Negative pressure generated in the intake manifold of the engine is guided to the vacuum booster 5, which energizes a bushing rod connected to the piston of the mask cylinder 6 in response to the depression of the brake pedal 4, thereby increasing the force with which the driver presses the brake pedal. Reduce.

The mask cylinder 6 has two pressure chambers (not shown) that discharge brake oil of the same pressure, and supply pipes 2 and 3 are connected to each pressure chamber, respectively.

The supply pipe 2 is connected via a switching valve 7 to a brake pipe communicating with the left front wheel wheel cylinder and a brake pipe communicating with the right rear wheel wheel cylinder of the brake device 1, respectively. Similarly, the supply pipe 3 is also in contact with a brake pipe communicating with the right front wheel wheel cylinder of the brake device 1 and a brake pipe communicating with the left rear wheel wheel cylinder of the brake device 1 via the switching valve 8.

With the above configuration, a normal braking action is performed. In other words, the hydraulic pressure generated in the mask cylinder when the brake pedal 4 is depressed is transmitted to the left front wheel wheel cylinder and the right rear wheel wheel cylinder of the brake device 1 through the supply pipe 2.
It is transmitted via the supply pipe 3 to the right front wheel wheel cylinder and the left rear wheel wheel cylinder of the brake device 1, respectively.

Note that 9 is a reservoir.

Next, a configuration for performing anti-skid control will be explained.

The oil pumps 9 and 10 are rotationally driven by a motor 11, suck brake oil from branch pipes 12a and 13a of oil pipes 12 and 13 communicating with the reservoir 9, respectively, and supply the oil to the wheel cylinders of the brake device 1.

The oil pumps 9,10 are driven by one motor 11 and have the same discharge flow rate. This oil pump may be of a fixed capacity type or may be of a variable capacity type that can change its discharge flow rate depending on a predetermined operating condition.

Anti-skid control starts when it is determined that one of the wheels is locked, in other words, when it is determined that the deceleration or slip rate of the wheels is too large.
It is done. The wheel deceleration and slip rate are calculated by a control circuit 13, and for this purpose vehicle speed sensors 14 are provided at the wheels or at the transmission. Further, the anti-skid control ends when the wheel speed SPD becomes zero or the brake switch 15 is turned off. The control circuit 13 is composed of, for example, a microcomputer, and when it is determined that anti-skid control is to be started,
A control signal C2 is generated to shut off the switching valve 7.8, a control signal CI is generated to drive the oil pumps 9, 10 drive motor 11 via the drive device 16, and further the wheel reduction Control signal C3 depending on speed and slip rate
is generated to adjust the pressure in each wheel cylinder of the brake device 1.

Drive device 16 for motor 11 for driving oil pumps 9 and 10
is a movable contact type relay circuit 161 and a thyristor 162
Both of these are controlled by the control signal q1 of the control circuit 13. Note that the capacitor 163, the resistor 164, and the diode 165 are connected to the relay circuit 16.
This constitutes a snubber circuit for absorbing surge voltage etc. that occur when the power supply 1 is turned off. 8 When control body number Cr changes from a low level to a high level, the movable contact type relay circuit 161 turns on after a delay time on the order of approximately 10 m5, while the thyristor 162 turns on as described above.
Since the delay time of is very small, for example on the order of μS, it turns on immediately. Note that 10B indicates the battery voltage.

The operation of the apparatus shown in FIG. 1 will be explained with reference to FIG.

Time 1. Previously, it was in the inactive state, in which no braking action took place, so that the switching valve 7.8 was in the open state. Therefore, when the brake pedal 4 is depressed at time t,
The pressure oil discharged from the mask cylinder 6 is guided to each foil cylinder of the brake device 1 through the pipes 2 and 3, and the pressure in these foil cylinders increases rapidly. Along with this, the speed of the wheels, that is, the speed SP of the vehicle speed sensor 14
D also decreases rapidly. On the other hand, the speed VB of the vehicle body is also at time t,
However, the decrease is slower than the decrease in wheel speed SPD.

Therefore, the wheel speed V8 is the reference speed vR shown by the broken line.
When the slip ratio becomes smaller, it is determined that the slip ratio is becoming larger, and the control circuit 13 generates an anti-skid control command. That is, the control signal C1 is changed from a low level to a high level to drive the motor 11 via the drive device 15, and the control signal Ct is changed from a low level to a high level to shut off the switching valve 7.8, thereby decelerating the wheels. A control signal C3 is generated according to the slip rate to adjust the pressure in each wheel cylinder of the brake device 1. As a result, each wheel cylinder of the brake device 1 is supplied with the brake delivered by the pump 9.10.

Considering the drive device 16, the control signal C5 first turns on the thyristor 162 to turn on the motor 11.
Supplies motor starting current to. Note that the motor starting current needs to be 2 to 3 times the steady operating current, but the arrow A in Figure 3
This can be countered by a large surge current in the thyristor 162, as shown in FIG. Then, after a certain delay time, the relay circuit 161 is turned on and the relay contacts are closed. As a result, a voltage drop occurs between the anode and cathode of the thyristor 162, the flow of motor starting current is switched from the thyristor 162 to the relay circuit 161, and the thyristor 162 is turned off. As a result, arrow B in Figure 3
A steady current is supplied to the motor 11 by the relay circuit 161 shown in FIG.

Anti-skid control ends when the wheel speed SPD becomes zero or when the brake switch 15 is turned off. For example, assume that the brake switch 15 is turned off at time t3. At this time, the control circuit 13
sets each control signal CI+Cz and Ca to low level. As a result, the relay circuit 161 is turned off, and in this case, a back electromotive force is generated, but the snubber circuit 163, 164, 16
5 ensures that the thyristor 162 is kept turned off.

Thus, in FIG. 1, the thyristor 162 supplies a large current to the motor 11 for a short time when the motor is started, and the relay circuit 161 supplies a small current to the motor 11 during steady operation.
supply to. Therefore, the relay circuit 161 does not need to withstand a large current when starting the motor, and the relay circuit 161
The capacity of thyristor 162 can be reduced, and therefore the cost increase due to the addition of thyristor 162 can be absorbed.

FIG. 4 is an overall configuration diagram of a brake control system including another embodiment of a drive device for an anti-skid actuator drive motor according to the present invention. In Figure 4, the first
A drive device 17 is used instead of the drive device 16 shown in the figure.

The drive device 17 includes a gate turn-off (GTO) thyristor 175 that can be turned off by passing a negative current through its gate. Capacitor 172, resistor 173, and diode 174 constitute a spanner circuit, similar to capacitor 163, resistor 164, and diode 165 in FIG. The transistor 175 is for passing a positive current to the gate of the thyristor 171 to turn on the thyristor 171, and the transistor 176 is for passing a negative current to the gate of the thyristor 171 to turn the thyristor 171 off.

The operation of the device in FIG. 4 is substantially similar to the operation of the device in FIG. That is, as shown in FIG. 5, the control circuit 13:
At time t2, when it is determined that the anti-skid control has started, a rectangular pulse control signal C0 is generated to turn on the transistor 175 and turn on the thyristor 171. On the other hand, at time t3, when it is determined that the anti-skid control has ended, a rectangular pulse control signal CI2 is generated to turn on the transistor 176 and turn off the thyristor 171.

In this way, the drive device 17 in FIG. 4 can perform the same operation as the drive device 16 in FIG. It is.

Effects of the Invention FIG. 6 is a timing diagram for explaining the present invention in detail. In other words, when the brake is turned on, the wheel speed SPD
When the speed starts to decrease and becomes below the reference speed, it is determined that anti-skid control has started.

In both of the above two embodiments of the present invention, a drive command for the oil pump drive motor 11 is generated at point a,
The pressure P in the wheel cylinder of the brake device l changes as shown in the figure.On the other hand, if only a movable contact type relay circuit is used as the drive device as in the past, the oil pump is driven at point b when the brake is turned on. A drive command for the motor 11 is generated, and as a result, power consumption and motor
There were problems with the durability of pumps, etc. According to the present invention, such power consumption and durability of motors, pumps, etc. can be reduced.
This can be improved without increasing cost and size.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of a brake control system including an embodiment of a drive device for an anti-skid actuator drive motor according to the present invention, and FIGS. 2 and 3 are timing diagrams explaining the operation of the device in FIG. 1. , FIG. 4 is an overall configuration diagram of a brake control system including another embodiment of a drive device for an anti-skid actuator drive motor according to the present invention, FIG. 5 is a timing diagram explaining the operation of the device in FIG. 4, and FIG. 6
The figure is a timing diagram illustrating the invention in detail. 1 Brake device, 9, 1.07 Anti-skid control pump, 11: Motor, 13: Control circuit, 16: Motor drive device, 161: Movable contact type relay circuit: 162: Thyristor, 17: Motor drive device, 171: GTO Thyristor, +B: DC power supply voltage.

Claims (1)

[Claims] 1. In an anti-skid actuator drive motor drive device that drives an anti-skid actuator drive motor using a DC power source, the anti-skid actuator drive motor is provided between the DC power source and the motor and is turned on and off by a control signal. 1. A drive device for a motor for driving an anti-skid actuator, comprising: a movable contact relay circuit; and a thyristor connected in parallel to the relay circuit and turned on by the control signal. 2. In an anti-skid actuator drive motor drive device that drives an anti-skid actuator drive motor using a DC power supply, the motor is turned on and off by each first and second control signal provided between the DC power supply and the motor. 1. A drive device for a motor for driving an anti-skid actuator, comprising a gate turn-off (GTO) thyristor.